norman



(Numan.) 3 sheets-.sheet 1.

.J. J. NORMAN. GAS AND oIL ENGINE.

' (No Mudel.) s-.sheets-sheet '-2.

J. J. NORMAN.

GrM AND OIL ENGINE.

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3 Sheets--Sheet` 8.

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Patented Oct. 29h/ 1895.

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UNITED STA-'TES PATENT OFFICE.

JOHN J. NORMAN,COF CHICAGO, ILLINOIS, ASSIGNOR TO THE J. J. NORMAN COMPANY, OF SAME PLACE.

GAS AND yon. ENGINE.

Y SPECIFICATION `forming part of Letters Patent NO. 548,922, dated October 29, 1895.

Application filed November 16, 1894. Serial No. 529,071. (No model.)

To all whom t may concern:

Be it known that I, JOHN J. NORMAN, a citizen of the United States, residing at Chicago,

county of Cook, and State of Illinois, have invented certain new and useful Improvements 2 in Gas and Oil Engines, which are fully set Y forth 4in the following specification, reference being had to the accompanying drawings, forming a part thereof, in whichro Figurel is a partly-sectional side elevation of my improved engine, the base or standard or fly-wheel and the lighting-chamber being partly broken away, and the cylinder also being broken away and shown in axial. section at the exhaust-port. Fig. 2 is a vertical section,on areduced scale, at the line 2 2 on Fig.

l. Fig. 3 is a detail section, on a still larger scale, at-the same plane as Fig. 2, of the governing mechanism and the gasinlet and zo screening-chamber. Fig-tis a section at the line 44 on Fig. 3. Fig. 5 is a detail section transversely through the cylinder and its jacket at the exhaust-port and designed especially to show the latter.

This engine is illustrated as designed to operate in upright position-that is, the stroke of the piston being vertical. It comprises,

therefore, a base A and the standard or kframe vB, supported thereon, having in the lower '5o part bearings B B for the main crank-shaft or fly-wheel shaft C and in the upper part the cylinder B2 and its jacket B20.

c c represent fly-wheels on the shaft C; c, a band-wheel.

3 5 The double crank C C between the bearings B B and the pitman D on the crankwrist c are of usual construction.

E is the piston, which is a hollow cylinder with one head at the upper end, formed, how- 4o ever, with bosses E E', substantially in transverse line with the center of gravity ot' the piston, adapted to give firm seat and means of fastening to the wrist-pin E2, on which the upper end of the pitman D is pivoted and at which it is connected to the piston. The wrist-pin E2 is held tightly in place in bosses E El by 'set-screws e e', and it is provided with a groove E20, extending longitudinally in its upper side, the bottom of the groove slop- 5c ing from the surface "of the pin to the full depth of the groove, which is attained at the vertical plane of 'the inner end of thebcss at that side of Vthe cylinder, the groove thence extending of uniform depth across thebearing of the pitman-wrist and terminating at the'farther side of the latter. v The purpose of this groove is to admit oil to the pitmanwrist, and for this purpose the boss E', at the side at which the groove in the pin commences, has a corresponding groove E10, which 6o faces and supplements the sloping portion of the groove E20 and with the latter constitutes a duct leading through the boss to the surface of the cylinder. At the point in the length of the cylinder opposite which the outer end of this duct stands when the crank is passing the center at the lower limit of the stroke the cylinder is provided with an oil-duct b2, formed y in a post or interior boss B21, which extends across the chamber Z920 of the'jacket B20, and 73 an oil-cup B22 is connected to this duct at the outer side, provided with anycustomary devices for regulating the feed of the oil. The oil fed thus to the inner surface of the cylinder will accumulate a small drop at the inner end of the duct during the momentary rest of the piston at the `turn of the stroke, and such drop will be picked up by the duct E10 E20, whose mouth registers with the duct b2 at that instant, and this drop of oil'will thus be 8o taken into the `groove E20 into the wrist-pin E2 and will oil the bearing of the pitman on said pin.

F is the main inlet-valve. Itseats upwardly in the under side of the head Bsof the cylinder, on the upper side of which is mounted a frame G, which supports the governing mechanism and comprises a mixing vaporizer and screening-chamber G. Upon the head B3 there is also mounted the light- 9o ing-chamber H. This chamber consists of an upright cylinder open at the upper end and provided `with the asbestos lining H, and having a tube H2, closed at the upper end by a cap H20 and at the lower end screwed 95 through the cap B3, having communication by way of the short duct b2 with the upper end of the cylinder B2 above the limit of the travel of the piston-that is to say, communicating with the portion of the cylinder which con- :oo stitutes the compression and explosion chamber wherein the gas is compressed and exploded to develop the power. The cylinder H has a lateral hollow boss H5 at the lower end, andthe lighting-jet tube J is suitably supported upon the cylinder with its open end presented to the open mouth of the boss, so that as the jet is thrown into the lightingcylinder it will draw a suitable quantity of air to produce an intensely-hot flame in the cylinder H', rendering the pipe H2 hot enough to cause the gas and air mixture which will be forced up into it from the explosion-chamber to be ignited at the proper time.

J is the valve which controls the oil-jet for the lighter. f

J2 is a drip-cup which receives an initial quantityof oil to heat the lighter in the first instance to the point of vaporization of the oil admitted past the valve J.

The oil reaches the valve J by Way of the duct js in the boss J3, formed on the under side of the tube J, the supply-pipe being screwed into this boss at J 00. The oil reaches the drip-cup by way of asmall duct J20, which leads from the tube J at a point just beyond the valve-seat down through the boss J3,

avoiding the duct j of the latter and emerging through the downwardly-projecting boss J31, into which the stem of the dripcup is screwed. The drip-cup thus serves to plug the ductj00, which is bored across the duct jg into the valve-chamber j10 to complete the passage-way for the oil to the valve. The outer end of the duct js is permanentlyy closed by the plugjm.

J11 is an air-opening into the tube J, just beyond the valve J, which permits the oilor vapor jet admitted by the valve J to take air forintermixture whileitis passing through the tube J, as well as at its emergence from said tube into the chamber H.

The principal supply of oil or vapor for the compression and explosion chamber is controlled by the valve K in the fitting L. This fitting L is an angle fitting having the valve K inserted and seating in its horizontal arm, and having its vertical arm L inserted downwardly through the top of the mixing and screening chamber and secured gas tight thereinto. In this vertical arm L there is the gas or oilinlet valve L10,which seats inwardly beyond the emergence of the duct of the horizontal arm into the chamber 210 of the valve L10, and has its stem L11 extending on through the said vertical arm L ofthe fiitinginto the mixing, vaporizing, and screening chamber. The latter chamber opens sideward at G11, and there is attached toit at said openinga valvechamber G12, provided with a Hap-valve Q12, seating horizontally over the inner end of the downwardly-open mouth G13, which leads to the outer air. This valve acts, therefore, as

an air-check valve, admitting the air to the chamber and tending to prevent its return outwardly. The main inlet-valve F has its stem F produced upwardly through the chamber G' and above the same, emerging therefrom through the boss G11, for purposes hereinatter more fully set out. At a point within the chamber G this stem F has the slot f', and a short lever M, fulcrumed on the bolt m, supported by the'walls of the chamber, has one end adapted to enter the slot f and the other end extending inwardly into the downwardly-protruding end of the stem L11 of the valve L10. The two arms of the lever are equal, and the parts are so proportioned and related in position that the valve F is seated upwardly at the saine instant that the valve L10 is seated downwardly. The valve F is opened solely by suction, the downward movement of the piston. E in the cylinder at each alternate action producing a partial vacuum above it and causing the valve F to leave its seat and drawing in mixed air and gas from the mixing and screening chamber. The valve L10, it will be seen, therefore opens more 0r less, exactly in `proportion to the valve F, and remains open for precisely the same length of time as the valve F. The amount` of oil, therefore, which is admitted or drawn in at each charge is precisely proportioned to the amount of the charge-that is to say, to the amount of explosive mixture which is sucked in past the valve F. The governor mechanism is therefore contrived with a view to regulating the extent to which the valve F is opened according to the speed and the demand's of the work, reducing the opening as the speed increases and thereby reducing the amount of the explosive mixture drawn in and the force developed by the explosion to the minimum necessary to maintain the speed withoutincreasing it above the desired point. In this respect ourinvention is distinguished from the ordinary construction, in which the governing is effected by shutting oft entirely the supply of explosive mixture whenever the speed passes a certain point and causing the engine to run by acquired momentum only through the succeeding cycle or cycles until the speed is reduced to the point requiring another impulse. This more usual mode of governing has been heretofore regarded necessary or preferable, because all attempts to graduate the supply of gas continuously according to the speed have been attended with danger of producing an improper mixture when the gas-supply was reduced below or increased above a certain point. By the construction above described, however, the oilsupply being graduated perfectly in proportion to the quantity ot gas used at each stroke, whether much or little, the proper mixture ot' the gas and air is always obtained, the variation eftected by the governor being a variation only in the quantity of that mixture drawn into the cylinder and exploded at each action.

For the purpose of governing the opening of the valve F, and thereby the valve L11, I employ a centrifugal governor, whose centrifugal balls are seen at Q Q', and which, by connections which will presently be described, operates a slide P, which plays horizontally [KTO through a slot f11 in the stem F of the valve F outside the chamber G, but within the boss G14, through which that stem emerges, the boss being horizontally apertured vfor the slide, as well as having vertical apertures for the stem. This slide P has a notch P, adapting it to act as a stop upon the upper shoulderf12 of the slot f11, said shoulder being V-shaped and adapted to enter the notch through the bottom when the valve. F is opened to the maximum. The notch P has at the left hand a long sloping face p', the other face p10 having a more abrupt slope, corresponding to the slope of the V shaped shoulder f12. This slide is connected to the governor by mechanism in such manner that when the governor is at rest the slide stands in the position shown in Fig. 4, holding the valve F closed. Under slow motion the point of the shoulderf12 stands in line with the bottom of the notch P and permits the valve F to be opened to the maximum. As the speed increases, the slide is pushed to the right and the range of movement of the valve is diminished until at the maximum speed the top of the long slope 1o is under the point of the shoulder at f12 and no opening of the valve is possible. The valve F- is held normally seated by a spring F2, coiled around its stem above the boss G14 and stopped by a nutf12, screwed onto the upper end of the stem and secured from accidental movement bya j ain-nut f 14.

I will now describe the governor and mechanism for connecting it with the slide P. The frame G terminates at the left hand (referring to Fig. 3) in a boss G4, which is bored horizontally and receives the end of a horizontal stem or extension G40, which is secured in place by a set-screw 940. This stem affords bearing for the sleeve R, to which the pulley R is made fast adjacent to the boss G4, and also for the sleeve S.

To the sleeve R, by means of the links Q Q, the governor-balls Q Q are connected, said balls .being pivoted to the outer end of the links, and the flat springs Q3 Q3, rigidly secured at one end to the balls, respectively, are secured at the other ends, respectively, to the sleeve S, 'the links, balls, and springs constituting thus a connection between the sleeves R and S, adapting them to rotate together, but to be longitudinally movable toward and from each other. The sleeve R, however, is stopped against longitudinal movement between the annular boss g41 on the sleeve G40 and the collar r, made fast to the stem at the other end of said sleeve. The sleeve S is thus adapted to move longitudinally toward and from the sleeve R as the balls depart from and approach the stem, their centrifugal force when rotating tending to cause them to depart and the springs tending to make them approach said stem. Y

T is a stem or shaft extending within and throughout the length of the stem G40 and inwardly from said stem toward the chamber G', near which it terminates, and is provided with a wide-hanged collar in two parts T T', screwed onto the end of said stem and serving, respectively, each as the jam-nut for the other, whereby they are both secured fast.

From the wall of the chamber G a lug G15 4projects horizontally and affords the fulcrum for a lever P2, whose opposite end is pivotally connected to a link P3, which is pivoted at p3 to the slide P, being virtually a continuation of said slide, but jointed to it to accommodate the movement of the lever P2. This lever is forked, and the collar T T extends between the arms of the fork, on which antifrictionrollers p2 p2 are journaled, facing inwardly and entering the groove or space between the flanges of the collar T T. A lug G16 projects up from the frame G, across the line of the slide P produced, and a thumb-screw P4 is screwed through this lug and secured by a jam-nut p4, and carries on its inner end a hanged collar P40, which serves as a seat for one end of the spring P5, the other end of which is stopped upon an annular flange P30, formed on the link P2. This spring and the thumb-screw P4, which supports oneendof it, constitute a flexible extension of the slide P3 to a support in the lug G10, the flexibility of the spring serving to adapt the link to yield sufficiently to accommodate ,the movement of the leverP2, while the spring primarily tends, reacting against compression, to .force `the slide P endwise outwardly--that is, to thrust it through the stem F. The stem or shaft T, which at the inner end is connected, as described, to the lever P2, at the outer end protrudes beyond the outer end of the sleeve R and is provided with adjusting-nuts R10 R10,

adapted to tighten .one against the other forv security, the inner one stopping on the end of the sleeve R. A cap R', apertured at the head to permit the end of the shaft T to protrude through it,covers the nuts and is screwed onto the end of the sleeve R, thus securing the sleeve rigidly, with capacity for adjustment, to the shaft T, and through the medium of the springs Q3 Q5 bringing the central shaft T into connection with the centrifugal balls, so that as the balls move outwardly and inwardly in obedience to the centrifugal force and the retracting power of the springs the sleeve moves the shaft inwardly and outwardly and by means of4 4the lever P2 causes it to move the slide P. A belt W, which is driven by a pulley W on the main crankshaft outside the bearing of the latter in the frame, passes around the pulley R and rotates that pulley and the sleeve R, sleeve S, and shaft T, giving centrifugal motion to the balls Q', such rotary movement being consistent with the reciprocating motion of the shaft T, above described, in view of its connection with the lever P, which is effected by means of the rollers p2 on the fork-arms of the lever P2, engaged between the flanges of the collar T T, so that while moving endwise in obedience to the reciprocating force 0f the balls and the retraction of the springs Q3 the rod IIO IZO

lIO

nevertheless freely revolves between the forkarms of the lever, which its endwise movement actuates. Scrutiny of this structure will make it evident that the more rapid the rotary motion of the governor-balls the farther the sleeve P will be pushed through the stem F', and assuming the parts adjusted so that at the slowest motion the bottom of the notch P is in line with the point of the shoulder )642, permitting the longest movement and widest opening of valve, it will be seen that the opening of the valve is diminished as the speed increases and the slide is thrust farther through the valve-stem. When, however, the governor comes to rest and the balls assume position nearest together, the slide P is pulled back so far that the point of the shoulder f12 passes over. the slope P10 of the notch P', and the valve is held shut precisely as at the most rapid speed of the governor, but by the engagement of the shoulder at the opposite side of the notch. The same effect-to wit, closing the valve F by the arrest of the shoulder f12 in the position shown in Figliwill result from any action that stops the governor, such as breaking of the belt. A like effect will be produced by the breaking of the spring P5, but by the breaking of the springs Q3, theshaft T being freed from the action both of the balls and of said springs, the spring P5 would alone control the position of the slide and would force it to the opposite limit, and thus close the valve and stop the engine.

In order to start .this engine, the shaft T Will be pushed in by hand enough to permit the valve to open, and the latch Q4, which is pivoted to the inner side of the boss G4, will be thrown over between the end of the stem G40 and the stop-collar T4, which is secured on the rod T in position to stop ordinarily against the end of the stem G40 when the slide is drawn out to extreme position, as shown in Fig. 4, the thickness of the latch being sufficient simply to hold the slide with the bottom of the notch P in line with the point of the shoulderf12, to permit the valve F to open fully. After the engine has acquired a speed of about fty revolutions per minute, thelatch will be thrown back and the subsequent operation will be controlled entirely by the governor, as described.

This engine is designed to have its principal and ordinary exhaust through a port B21,

located midway in the travel of the piston from the point at which it receives the impulse of the explosion to that point--that is to say, at the limit of its outward stroke. Such exhaust-port is shown in section in Fig. 5,'the inner Wall or wall of the cylinder proper being perforated or provided with a number of apertures p21, opening through it into a hollow pillow or web, which at that point bridges the jacket-chamber and has the said eXteriorly-open port B21 for the exhaust-pipe B0. When no other provision is made for eX- hausting the gas after explosion and expansion, the return stroke of the piston, after it passes such exhaust-port, finds the cylinder occupied with burned gas at somewhere near atmospheric tension, which it would be obliged to compress in completing its stroke, with a loss of power not only because of the power necessary to effect such compression, but also because that quantity of inert gas in the chamber impairs the efficiency of the next charge of gas for explosion. To avoid this defect I provide a relief-port at the upper end of the cylinder, as shown at Z940. A valve chamber B4 is secured to the outer side of the cylinder with its cavity communicating with this relief-port. The Valve X opens inward and its stem X extends out through the body of the valve-chamber and down alongside the cylinder parallel therewith through the bearings provided for it at B5 and B0. Below the latter there is secured to it a forked collar X2, having journaled between its fork-lingers a-roll X20, which is adapted to bear upon the periphery of a cam Y on the hub of a gear Y, having double the number of teeth of the gear y, said smallergear being fixed upon the main crank-shaft adjacent to itsbearingintheframe. Tl1espringX3,coiled around the stem X below the bearing B5, is stopped by the nut X00. This spring tends to seat the valve and is compressed when the valve is forced open. It will be seen that the cam Y on the gear Y will make one revolution for each two revolutions of the main crank-shaft, and the cam is so adjusted that it pushes the rod up and-opens the valve at the point in each alternate revolution of the crank-shaft which corresponds to the travel of the piston after it passes the exhaust-port in its return stroke after each explosion and holds said relief-valve open long enough to permit the piston to complete such return stroke, and thereby force out the inert gas, which it would otherwise be compelled to compress. In the other alternate stroke of the piston, during Which a charge of gas is compressed preparatory to explosion, the relief-valve is closed and will be held firmly seated not only by the spring X2, but also by the pressure of the gas within the cylinder which is being thus compressed by the pistons travel.

In order to adapt the engine to be run in either direction, which is rendered possible by the location of the exhaust-port at the middle of the travel or end of the downstroke, the cam Y may be adapted to be adjusted ninety degrees. The means shown for effecting such adjustment is the detachment of the cam from the hub and reattachment at a point ninety degrees around from its first position, suitable screw-holes being provided for securing it by preference at either position. On a stem X above the bearing B5 a collar X40 is secured in such position that it does not prevent the valve from seating, but so near said guide-bearing that a latch X4, which is pivoted to the cylinder, being turned over IOO IIO

between the bearing and the collar when the valve is open, will prevent it from seating. The purpose of this is to hold the relief-valve open when the engine is being started by hand, as is the customary manner, so that several revolutions may be made and sufficient momentum acquired to compress the Iirst charge of gas before such charge is drawn in, the relief-port permitting free ingress and egress of air so long as the valve is open, preventing the piston from opening the gas-inlet valve and from taking any gas therethrough or from compressing any gas that may be in the cylinder, and so preventing any explosion until, sufficient momentum being thus obtained and the relief-valve being closed by withdrawing the latch, a charge which will then be taken can be compressed and exploded.

It will be understood that the engine above described operates after the manner of what are commonly called four-cycle enginesthat is,that the piston makes one downstroke to draw in acharge, one upstroke to compress it and explode it, a second downstroke under the impulse of the explosion, and a second upstroke to empty the cylinder of the remnant of the exhaust-gas, an impulse being received thus once in each alternate revolution of the crank-shaft. The lighting-chamber, having the interior tube adapted to be kept at glowing heat.- for the purpose of igniting the charge, is located at a distance from the upper end of the cylinder, ascertained by experience to be sufficient to permit the gas to be compressed sufficiently to be ignited by red heat only of the pipe, the life of which is thereby rendered much longer than if, as in many engines, it Were necessary to maintain it at White heat. Uniformity in respect to the point of the stroke at which the explosion will occur is greatly assisted by the fact that the air-inlet opens downward close to the cylinder, which is hot, so that the air which is drawn in through it comes from the immediate vicinity of the cylinder and is thereby Warm and dry, or at least more uniformly dry than it would otherwise be throughout varying conditions of atmosphere.

I claiml. In a gas engine in combination with th cylinder and its main inlet valve, a centrifugal governor and connections therefrom to the main inlet valve by which the governor controls the extent of the opening of such valve, the oil inlet valve and lever connections from the main inlet valve to the oil inlet valve by which the latter is opened wheneverthe former opens and proportionately to the opening of the former, substantially as set forth.

2. In a gas engine in combination with the cylinder the main inlet valve adapted to be opened s'olely by the suction produced by the withdrawal of the piston, the oil inlet valve and lever connections from the main inlet valve to the oil inlet valve by which the latter is in every instance opened when the former opens, said connections being such as to make the openings of said valves in all instances bear the same ratio to each other, substantially as set forth.

8. In a gas engine in combination with the cylinder and the main inlet valve adapted to be opened solely by the suction caused by the withdrawal of the piston, a stop to limit the extent of the opening of said valve, a centrifugal governor and connections therefrom to such stop adapted to move the latter to determine the extent of the opening of the main inlet valve accordingv to the speed of the governor, substantially as set forth.

4. In a gas engine in combination with the cylinder and the main inlet valve thereof, the oil inlet valve and connections between said valves by which the openingof the former in every instance opens the latter, said connections being such as to cause the openings of said valves in all instances to bear the same ratio to each other, a governor and connections therefrom to the main inlet valve adapted to control the extent of the opening of said valve and thereby the extent of the opening of the oil inlet valve, said connections being adapted to hold said valves Widest open at a predetermined minimum speed of the governor, and to diminishA the opening as the speed increases or diminishes from such minimum, substantially as set forth.

5. In a gas engine in combination with the cylinder and the main inlet valve thereof adaptedto be opened solely by the'suction caused by the withdrawal of the piston, a stop to limit its opening, a centrifugal governor and connections from the same to the stop adapted to hold the latter at the position corresponding to the widest opening of the valve when the governor has a certain slow speed and to move it to the position which shall hold the valve closed when the motion ceases, substantially as set forth.

' 6. In a gas engine, in combination substantially as set forth, the cylinder, the mixingor vaporizing chamber, the main inlet valve controlling communication between the two seating yieldingly and opening inwardly with respect to the cylinder, and having its stem extending through and protruding from the vaporizing or mixing chamber, said stem having the abutment or shoulder fw; a slide P, adapted to operate transversely with respect to the valve stem, and having an inclined edge in the path ofsaid abutment; a centrifugal governor, and connections therefrom to the slide adapted to control the position of the said inclined edge of the latter with respect to the path of travel of the abutment, whereby the stroke of the valve is reduced as the speed increases.

7. In a gas engine in combination with a cylinder and its main inlet valve and a movable stop which limits the opening of saidl Valve, a centrifugal governor having the stem T adapted to be thrust longitudinally by the centrifugal action of the governor balls, con- IOO IIO

nections from said stem to said movable stop whereby the movement of the stem adjusts the stop to vary the extent of Opening of the valve, said governor stem having the stop collar T4 and the latch Q4 pivoted on the governor frame adapted to be interposed between said frame, and the stop T4 to hold the stem T protruded, and the stop T in position to permit the valve to open regardless vof the governor, substantially as set forth.

8. In a gas engine, in combination with the cylinder, the main inlet valve adapted to open inwardly with respect to said cylinder, the stem of said valve having a transverse slot whose upper end constitutes an abutment; a slide adapted to be reciprocated through said slot and having a notch with sloping edges into which said abutment is adapted to enter to permit the valve to open, the valve being held closed while the abutment is held entirely out of the notch; governing mechanism connected to said slide and adapted to operate it back and forth through the slot, whereby the Valve is restrained from opening at the position of rest and at adetermined maximum speed 0f the governor, and its opening graduated to a maximum at an intermediate slow speed: substantially as set forth.

9. In agasengine, in combination with the cylinder, the main inlet valve seating yieldingly and adapted to open inwardly with respect to the cylinder; a slide adapted to be reciprocated transversely with respect to the stem of said valve, said slide and stem having the one an abutment and the othera face obliquely transverse to the direction of reciprocation of the stern and adapted to collide with the abutment; andv governing mechanism connected to and adapted to actuate the slide: substantially as set forth.

lO. In a gas engine in combination with the main inlet valve thereof and a movable cam or stop whose position determines the extent to which said valve opens and adapted at a certain position to prevent the opening of the valve, a centrifugal governor and connections therefrom by which it operates such movable cam or stop, the governor balls being provided with springs tending to resist their centrifugal action, and a spring connected to said cam or stop tending to move the latter to the position at Which it prevents the opening of the valve, substantially as and for the purpose set forth.

In testimony whereof I have hereunto set my hand, in the presence of two witnesses, at Chicago, Illinois, this 13th day of November, 1894.

JOHN J. NORMAN.

Witnesses: Y

CHAs. S. BURTON, JEAN ELLIOTT. 

